Traveling bridge or crane.



Y 11.?. ANDRESEN.,

TRAVELIN G BRIDGE 0R CRANE. APpLIoATIoN H LBD Nov. 7, 1907. EBNEWHD 00T.9, 1908.

903,806. Patented Nov. 10,1908.

H. P. ANDRESBN. l TRAVELING BRIDGE 0R CRANE.

APPLICATION FILED NOV. 7, 1907. RENEWED 00T. 9, 1908.

Patented Nov. 10, 1908.

SHEETS-SHEET z.

E. P. ANDRBSBN. TRAVELING BRIDGE 0R CRANE.

N FILED NOV. 7, '1907. ENBWBD 00T. 9, 1908.

A Patented Nov. 10, 1908.

4 SHEETS-SHEET 3.

H. P. ANDRESEN. TRAVELING BRIDGE 0R APPLIGATIO CRANE. N FILED Nov. 7,1907. RBNBWED 0019, 190s.

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UNITED. sTATps PATENT orion..

HERMAN P. ANDRESEN, OF CHICAGO, ILLINOIS, ASSIGNOR OF ONE-HALF TODAVIDJ.

EVANS, OF CHICAGO, ILLINOIS.

TRAVELING BRIDGE OR CRANE.

Specification of Letters Patent.

f' Patented Nov. 1o, 190e.

i Application led November 7, 1907, Serial No. 401,131. Renewed October9, 1908. Serial No. 456,948.

To all whom it 'may concern:

Be it known that I, HERMAN P. ANDRE- snN, a citizen .of the UnitedStates, and resident of Chicago, look county, Illinois, have invented acertain new, useful, and Improved Traveling Bridge or Crane, of whichthefollowing is a full, clear, and exact description, such as willenable others skilled in the artv to which it appertains to make and usethe same.

My invention relates to improvements in apparatus for moving heavy bulkmaterials, such as ore, coal, stone and the like and has particularreference to improvements in tra veling` bridges and gauntrees for tansfer and storage yards, docks and shops where such materials or otherheavy .objects are handled. A

The object of my invention is to improve the construction and operationof transfer bridges and cranes of the class mentioned with a view to atonce facilitating and less- 'ening the cost of handling bulk materials.

My invention will be more readily understood by reference to theaccompanying drawings forming part of this specification and in which-Figure 1 is alongitudinal side elevation of atraveling bridge embodyingmy invention,

the formselected for illustration being that which is best adapted foruse upon stock or storage docks or yards, wherethe bridge travels overkthe tops of the stock piles; Fig.-A

9. is an end view of the bridge, shown in Fig. l; Fig. is a plan viewthereof, the dotted lines representing the bridgein two extremepositions; Fig. t'is an enlarged sectional detail of therigid tower ofthe bridge and the car ,or truck on which it rests, showing also theturntable which is interposed between the tower andthe car; Fig. 5 is ahorizontal section on the line X--X of Fi i. Ll; Fig. 6

is an enlarged sectional detail o the pivotal or .compensating tower ofthe bridge and its supporting car, clearly showing. the pivots by whichthe tower is attached to the car and the turn table which is interposedbetween the upper end of the tower and the bridge proper; Fig. 7 is ahorizontal section on the line 'Y-Y of Fig. 6; and Fig. S is aperspective view of the compensating tower and car.

Referring to the drawings A represents the surface of the transfer orstorage dock or yard. This surface is usuallyY from three lto eighthundred feet in width and of as great length as found necessary. Thetracks, B and C, are parallel and extend from end to end of the yard ordock The spaces between the tracks 'and at the sides thereof receivethecoal, ore or other material which is formed into long parallel pilescommonly' referred to .as stock piles, D-D. Theheight of the stock pilesis determined by the height of the bridge or elevated structure and aswill appear hereinafter an increase inthe height of the stock .piles isone of the incidents or results of my invention. y On each track B-C Iarrange a strong car or truck, Iii-F. These carry the bridge and eachcar is equipped with a suitable motorfor propelling it on" its track.Aside from the cars or trucks my bridge -comprises three main members,namely the bridge proper, Gr, and the two towers, I-I and I, the latterresting upon respectivecars E and F.

The bridge proper, G, maybe considered as a single beam orgirdersupported by the towers, I-l and I, and carrying the trolley, J, fromwhich the grab bucket, K, is suspended. The normal position of thebridge is that .in which it is at right angles to t-he tracks B and C,but it is not limited to operation in this position or relation; insteadit is adapted to be moved into various angular positions with respccttothe tracks as indicated in Fig. This .is accomplished by moving one ofthe carrying cars`or trucks ahead or in` advance of the other. Themovement of the bridge out of right angled position with respect. to thetracks obviously increases the distance between the cars or trucks E andF, changing the relations between the cars and the bridge proper. It istherefore impossible to use towers which would rigidly connect thebridge and the cars; first because such rigid connections would preventturning or angular movement of the bridge with respect to the cars andtracks; and second be -ause the cars being on parallel tracks would notbe permitted to move toward or from each other as is required toiadvance or retard one. with respect to the other. rilherefore with aview to allowing maximum freedom of movement and adjustment., I employone rigid tower and one pivotal or compensating tower. The rigid tower.II, is framed into thejbridge structure and prevents longitudinalmovement. of the bridge. The other tower, I, is

in the nature of a. vertical link or strut i which is pivoted to thebottom of the bridge and to the top of the car, F, or otherwise, in,/such manner as to permit the car to move back and forth beneaththe'upper pivotal lpoint of thetower, c. beneath the bridge.

Thev twisting or turning of the bridge'with relation to the cars ispermitted by a vertical pivot or turn table which I interpose betweeneach of the cars and the bridge. In the case of the rigid tower Ipreferably arrange the turn table between the car, E, and the lower endof the tower, whereas, the lower end of the compensating tower ispivoted on the car, a long pivot or hinge exl'tending -longitudinally ofthe car being used, and the necessary vertical pivot or turn table isarranged between the upper end of the compensating tower, I, and thebridge. The tower H, therefore, is adapted to turn upon its verticalaxis and with respect to the car which supports it, whereas the tower,

I, is free to swing or' sway upon its car, and doesnot turn about avertical axis thereon; but the bridge is free to turn upon the upper endof the pivotal or compensating tower and is thus permitted to assume anydesired relation to this non-turning compensating tower. l In thisconnection I desire to call attention to the fact that the upper end ofthe compensating tower, I, may be pivoted at any desired height on thesides of the bridge, provided the vertical pivot or'turn tails ofconstruction table 1s arranged at its lowerinstead of upper end. Thesemodifications and all modltications and combinations incidental there'to may be carried out -without in-any Way departing from the spirit ofmy invention.

It will be noted that the top of my bridge is straight and that thetrolle J, is mounted on the top or top chord thereof with Ithe buckethanging at the side of the bridge. The advantage which attaches to thisconstruction is that the bucket may be hoisted above the lower chord ofthe bridge. It follows that the bucket may be moved from end to end ofthe bridge while thus suspended and it is not necessary to allowclearance for the passage of the bucket over the tops of the stockpiles. The bucket may be dumped or opened while in its highest positionand ltherefore the stock. piles may reach practically to the .lowerchord of thebridge, the only clearancenecessary being enough to permitthe free l alongr the topsI of the stock piles. The conveyer ortraveling bridges hitherto constructed by oth-ers have beencharacterized lfiychords and trusses rising above the trolley and thegrab bucket. A bridge ofgmy construction adapted-to pile the materialtothe samcheight is,therefore much lower and more stable. Itcversely, mybridge when made of the saine height as other bridges permits the stockto be piled to greater heights. A further special advantage of mystantially `solid structure.

movement of the'bridge bridge is that the points lat which it issupported do not vary but remain constant for all positions of thebridge and cars. At one end it is supported by the rigid tower-whichdoes not vary its position, and at the other end it is supported by apivot bearing, which is also fixed; in other words the bridge span isconstant foi-'all positions of the cars or trucks; hence the dead loadstrains of the bridge proper are constant. The towers are therefore.constructed to sustain constant vertical dead load reaction, and asitis unnecessary to designeither bridgeior tower to take loads forminimum and maximum length ofspan, the` who1e structure is ofconsiderably less Weight than other struc'- tures of the same dimensionsand capacity.

A still'further advantage of my invention resides iiifitlie fact thatthe bridge is a sub- The trolley and grab bucket do not travel. betweenor through any of the trusses or chords as in other bridges, but insteadare exterior. to the structure making it possible to effectively tie andbrace the same througl'iout, as well shown in the drawings. A narrowerbridge results and as shown in the drawings Iam able to dispense withthe` usual iioor. beams and stringers or hangers for the trolley railsand place the latter directly upon the top chords of the bridge. 4

Referringy to the drawings for further deit will be seen that the bridgeportion of my'novel apparatus is a simple Atruss or beam of considerablygreater height than Width.A It is composed of the straight uppermembers, 1 1, constituting the topchords of the bridge and the bottonimembers, 2 2, which join the ends of the top chords and constitute thebottom chords of the bridge. These chords are united by vertical,horizontal and diagonal members, 3 3, making a very rigid structure.rPhe rails, 4 4, for the trolley, J, are fastened upon the tops of thechords, 1 1. The towers are of a size determined .by the heightof thestockpiles which are'to be formed. The rigid'tower, H, is triangular` in'side elevation and is rectangular in end elevation. As before statedits vertical members are framed .into the bridge. The pairs of sideVmembers may be braced as indicated in Fig. 1 and the parallel members atopposite sides are braced by suitable diagonal members, 5 5, aspartially shown in Fig. 4. (S represents the lower member of the rigidtower an'd on this I secure the vertical pivot.

pin 7 of the turn table. Turntable members,V

.8 and 9, are arranged on the tower andthe car, and rolls, 10, betweenthem, lessen thefric-I -t-ion or resistance to the turning of the toweron the car- Thetiltihg of the tower on the car is pre-A vented by thefalde rollers or out liggers,-

41l -J.1, journaled in suitable ln'atkcts oii the the weight of thestructure'.

members (i, and adapted .to roll over the y sional strains" due to theswaying of the curved ways, 12-12 4provided on thetop of the car, E. Theturn table may be iliade 1n various 4ways well known to mecha-nies, butI prefer the arrangement shown in Figs. #i and 5 in which .the baseofthe tower is limited to substantially a single line of contact with'the car an arrangement which insures the stability ofthe towervthereon.' It-should also be understood vthat the designs of the .turntables used in my bridge vary according to In comparatively lightbridges the load may be carried by the Outrigger rollers, whereas inheavy' structures it is sometimes necessary to distribute the load uponall members of the turn tables. For sake of clearness the turn table ishere shown as being -eonsiderably above the top'of the car or truck, butin practice I arrange the tower bearings as low as possible. My purposein thus arranging vthe bearing upon the car is Ato transform -thelongitudinalthrust of the bridge into a minimum overturning moment. Byso doing it is obvious that stability is insured as the weight of thelbridge-acting through its arm is amply suiicient to prevent theoverturning of the car.

As before stated the turn table 'at the opposite end of the bridge maybe at the lower end of the tower, I, but I prefer to hinge or pivot saidlower end upon the truck, F; as shown in Figs. 6 and 8, (see pivot pinsS-43).' The hinge'pinsl, prevent the turning of the tower, I,on thecar.' The tower, I, is preferably diamond shaped in vside elevation andpresents rectangular cross bars, 15 and 16.

panels in end elevation (see Figs. 6 and 8). rIhe middle section of thetower is strengthenedby the horizontalmembers, 1st-14, and

the entire structure is effectively -held against torsion or otherdistortion by a plurality of At top and bottom the side frames are tiedtogetherv by cross -girders or beams, 17--17. It will be observed thatfittings, It-18, at the upper end 'of the towerprovide journals for theend" trunnions of the yoke, 19, which carries the center bearing, Q0,`of the turn table. These fittingsalsorcarry the conical rolls or outriggers, Q1.

22 represents the cross gil-der or bearer;

- constituting part of the bridge and carrying the complementary centerbearing, 23, in

- which the pivotor center pin, Q4, is arranged.

The center bearing has anti-friction rolls, 25, as shown 1n Fig. G.Curved plates, 2G, provided on the bottoms of -lhe lower chords ofthebridge rest upon the anti--fiicton rolls, 2l- 2l, and prevent thetipping of the bridge on the column or tower.

` I. It will be obvious that the yoke, 19, be-

ing permitted to turn 'in the bearings or fittings, 18, conforms to theplane of the bottoni of the bridge and is relieved from tortower beneaththe bridge. As in the case of the tower, H,.and car, E, I prefer toarrange the pivot pins, 13, at low points within the body of the car,instead ofupon the top of the vcar as herein shown.

The trolley, J, is provided with brackets, J', for the sheaves, J whichoverhang the. side of the bridge (see'Fig. 2), The bucket, K, issuspended from these sheaves. The winding drums and motor, 27, overhangthe opposite sides of the bridge to balance the bucket and therebyequalize the loads on the two trusses of the bridge. The operators cage,J3, may-also be suspended at the side of the bridge.

The principal characteristics and features of my invention may be brieiyenumerated as follows: lst. The straight upper chord of the bridge andfreedom from Vvframes or members which extend above the trolley track.It will be noted that the trolley operator has an unobstructed view fromhis position on the trolley and consequent freedom `in the operation ofthe bridge, trolley and grab bucket. 2nd. The arrangement of the trolleyrails upon the top ychords of the bridge, affordinga wide spread for thetrolley wheels and also obviating the use of stringers and door beamsbetween the chords. 3rd.v The play or movementof the trolley is onlylimited by the length of the bridge, it being possible to run thetrolley to the eX-. treme end thereof. Lith. The solid and rigidconstruction of the bridge andtowers, as compared with other bridges inwhich the trolley rails are arranged beneath the upper chords andbetween the lower chords. 5th. The relative narrowness of the brid e, resulting in reduction `of weight an cost. 6th. The abilityA to hoist andoperate thev grab bucket above the lower chord of the bridge, whichpermits the forming of high stock piles. 7th. The simplicity of theanti-'friction tower bearings or turn tables.` 8th.,1`.he ability tomove-to angular positions and the side range of movement which ispossible. 9th. They .effectiveness with which the torsional'strains arecared for in the 'towers-of the bridge. 10th. Freedom 4from variati-onof dead load str ains by the relative movement of the ears and trucks,the lat-ter being freely movable withoutl altering the span of thebridge trusses. 11th. The rigidity of the towers, made possibleby thefact that .they do not serve as arches through which the trolley andgrab bucket must operate, Abut are wholly independent thereof andmayv betreated as solids. 12th. The relative low height' of the bridge and itsconsequent-stability and ability to resist wind pressure and otherforces which tend to overturn it.

It is obvious that the bridge herein illustrated may .be readily adaptedfor use as a,

1. The improvements herein described comprising 'a bridge proper havinga trolley track upon its top, cliordal portions in combination with atrolley equipped with hoisting mechanism and adapted to run upon saidtrack and a grab bucket or the like suspended and operable from saidtrolley at the side of thel bridge, substantially as de-- scribed.

2. The improvements herein described comprising a bridge' havingstraight `t0p chords, in combination with trolley rails thereon, atrolley to run on said rails and sheaves provided on the trolley andprojectmir tizilly as described.

3. The improvements herein described comprising a bridge proper, incombination with supporting cars for saidbridge, one of saidcarspermitting the bridge to swing ina horizontal plane, compensating meansinterposed between the other car and the bridge, a trolley track on thetop of said bridge and a trolley thereon, substantially as described.

4. The improvements herein described comprising a bridge proper, incombination with supporting cars or said bridge, a rigid tower, a,vertical pivot therefor on one of4 said cars, a compensating towerinterposed bei-veen the bridge and the other car, a ivi-.lconnectionbetween compensating tower and bridge and a trolley on saidbridge, substantially as described.

5.v The improvements herein described comprising a bridge proper incombination with a trolley to operate upon the top of said bridge,supporting cars and tracks therefor', a towerl upon each said car, aturn table interposed between each car and the bridge, one of saidtowers`being rigidly joined to the bridge and the .other-being pivotallyconnected thereto, substantially as described.

6. The improvements herein described 'comprising tracks and cars incombination with an elevated structure carriedby. said cars andcomprising a horizontal portion or bridge proper, a rigid tower adaptedfor rotation upon a vertical axis on one of said cars and acompensatingtower-.pivotally connecting the other car and said bridge, a'

turn table being interposed between each car and said bridge, as and forthe purpose described. .I

beyond the side of the bridge, substan' 7. T he `improvements hereindescribed comprising a pair or supporting cars in combination with abridge proper, a rigid lower connecting the bridge and one of the cars,said tower being adapted to turnupon its .vertical axis, a Aliiik-likecompensating tower arranged between the other car and said bridge, thelatter tower being hinged or pivotcd upon its car and a swivel beingprovided betwceii its upper end aiid said bridge, substantially asdescribed. l

8. The improveim-nts herein described comprising a bridge proper whichis composed of a pair of yupper chords and a pair et' lower chordsrigidly joined throughout by a plurality of Vei'tical, horizontal anddiagonal members, in combination with supporting towers for said bridge,cars whereon the towers are mounted, a trolley adapted to run upon thetop of the bridge, and a grab bucket or the like suspended therefrom atthe side ot' the bridge, scribed.

substantially as de-y 9. The improvements herein described".

comprising tracks, ears or trucks on said tracks, a bridge carried bysaid ears and adapted for angular movement upon and with the cars, of apair of side frames or trusses, a trolley adapted to operate upon thetop chords of said bridge, anda grab bucket orthe likev suspended fromthe trolley at the side of the bridge, substantially as described.

10. The improvements herein described" comprising abridge proper incombination with a tower framed into the'bridge,.a car, a turn tablelinterposed between. the lower end of said tower and said-car, a secondcar,

said bridge being composedl a compensating'tower which transmits torsionwithout distortion and lwhereby the" bridge and the second car arepivota llyj oiiied as by a link, and a turn table 'ii'iterposed in suchmanner as to permit relative rotation of the bridge and car upon a-vertical'axisy substantially as described.`

11. The improvements herein described comprising a bridge proper,a rigidtower and a compensating tower together supporting the bridge, a trolleymovablefroin vend to end et the bridge, and cars `whereonsaid towersrest, substantially Vas described.

12.f'1`he improvements herein described comprising a bridge proper incombination with torsion resisting towers, one ot which isrigidlyconnected to the bridge and the other pivotcd thereto, and earssupporting said towers and therewith tliebridge, substantially asdescribed.

13. The improvements herein described comprising a bridge: incombination with av tower and ear supporting one end thereol", a? secondcar and rigid tower or column whereby the other end of the bridge issnpported upon the second car, said rigid tower" 0r columnpiyotallyrconnecting said si'fivoiid ceases car and said bridge afterthe' manner of a link, and means permitting the relative rotation of thebridge and cars, as and for the a rigid structure pivoted upon thesecond car, and a swivel turn table whereby the upper end of the secondtower is connected with the bridge, substantially as described. l5. Theimprovements herein described comprising a bridge having suitablyconnected top and bottom chords, in combination with a trolley mountedupon the top chords of the bridge, a grab bucket or the like suspendedfrom the trolley at theside of the bridge and adapted to be hoisted iabove the lower chords thereon-tracks, and

cars or trucks mounted thereon and supporting Saitta-bridge,substantially as described.

16. The improvements herein described comprising a bridge, incombination with towers and cars whereby the bridge is supported andmade movable, a trolley operable upon the top of the bridge, a grabbucket suspended from one side of the trolley, and

the bucket operating mechanism arranged at the opposite side of thetrolley, substantially as described.

1T. The improvements herein described lcomprising a bridge, incombination with av tower and a turn table, supporting one end thereof,a car beneath the other end of the bridge, a compensating towersupporting the bridge uponsaid car and pivoted to both the tower and thebridge, substantially asdescribed.

18. 'In a bridge or crane, a lbridge and a carbeneath the same, incombination' with a single pivotal strut or link mounted on said car andmovably supporting the bridge above the car, substantially as described.

l). In a bridge or crane, a bridge and acar beneath the same, incombination with a single strut or link occupying a substantiallyupright position and havii'ig its lower end horizontally pivotedupon'said car and a combined turn table and horizontal pivot joining theupper end o-f the strut or link to the bridge, substantially asdescribed.

20. rl`he improvements herein described comprising a bridge, incombination with a tower supporting one end thereof, a car whereon thetower is supported, a pivot permitting relative rotation to the bridgeand the car. a second car beneath the other end of the bridge, a towerrigid within itself interposed between the second car and the bridge andpirotally connected with both in such manner as to permit bothlongitudinal and swinging movement-s of the bridge over the second car,substantially as described.

21. The improvements herein described l comprising a bridge proper, incombination with towers supporting the same, cars supporting the towersand vertical pivots interposed between one of the cars and the bridge topermit the bridge to turn with respect to the car, horizontal pivots orhinge y joints joining the ends of the other tower to the bridge and carrespectively, and a turn table incorporated with one of said horizontalpivots whereby the bridge is permitted to move longitudinally over thesecond car and also turn with relationv thereto, substantially asdescribed.

- 22. The improvements herein described comprising va structure movableon parallel tracks and composed', of a bridge, supporting Jpowers, lcarswhereon the towers are mounted,

one of said towers being rigidly joined to the bridge and the othertower being connected to the bridge and its car by horizontal hingejoints, substantially as described.'

23. The improvements vherein described comprising a structure movable onparallel tracks and composed of a bridge, supporting towers, carswhereon the towers are mounted, one of said towers being rigidly joinedto the bridge and vertically pivoted upon its ear and the other towerbeing connected to the bridge and its car by horizontal pivots and avertical pivot, substantially as de scribed.

24. The improvements herein comprising a bridge composed of paralleltrusses and lateral members connecting them throughout, in combinationwith towers located intermediate of the ends of the bridge andsupporting the bridge, cars whereon said towers are mounted for movementupon parallel tracks, the upper chords of said bridge being straight, atrolley located upon the top of the ,bridge and adapted to move from endto end thereof, said trolleyprojecting llaterally beyond the verticai'plane of the sides of thc bridge and towers and adapted described i toconvey a` weight along'the side of the bridge, substantially asdescribed.

25. The improvements herein described comprising a bridge havingstraight top chords, in combination with trolley rails on said chords, atrolley to run on said rails and projecting laterally beyond the side ofthe bridge and towers arranged beneath and supporting the bridge atpoints intermediate the ends thereof. substantially as described.

2G. 'lhe improvements herein described comprising a bridge having topchords which are straight from end to end, in combination with a trolleyto run upon the top of the bridge and projecting laterally beyond theside thereof` hoisting mechanism on the trolley, a grab bucket or thelike suspended from the projecting portion of the trolley,

l il() whereon said towers are'mounted, substan tially as described.

27. The improvements herein described comprising a movable conveyerbridge or structure composed-of two parallel trusses connected by crossties and struts throughout, in combination with trolley rails upon thetop chords of said trusses, a trolley movable ou said rails, propellingand hoisting mechanisms on said trolley, hoisting sheaves upon saidtrolley, said sheaves projecting beyond the outer side or' one of saidtrusses, z'. e., the side of the bridge, and a bucket suspended fromsaid sheaves, substantially as described.

joined to the bridffe and the other being' pivotally connected thereto,substantially as described.

In testimony whereof, I have hereunto set my hand, this 2d day ofNovember, 1907,'-in -v the presence of two subscribingg,` witnesses;

- HERMAN P. ANDRESEN,

fitnesses Jol-IN R. Lnrnvmc, A CHARLES Gimnan'r HAwLnY.

